Overall Rating
4 out of 5

Don’t be misled by the new Glide’s seemingly unchanged looks. While the styling may be familiar (and largely sacrosanct according to Harley bosses) the vast majority of the bike is all-new. To be exact, there are over 100 changes, making this the biggest revision of the famous ElectraGlide since it first gained its ‘batwing’ fairing in 1969. What’s more, these changes include everything, from wheels, brakes and suspension, to clocks and fairing, and, most revolutionary of all, the introduction of water-cooling for the first time on a ‘classic’ Hog.On the other hand, however, not much has changed at all. If you were ever in any doubt that Harley was a conservative company, the ‘new’ ElectraGlide should be the convincer.Harley has successfully moved the Electra Glide on and this is, unquestionably, the best Glide ever – but it’s not by as much as those 100-odd changes suggest.

Ride Quality & Brakes
3 out of 5

Forks go from 43mm to 49mm, new 10-spoke ‘Impeller’ wheels shave 5Kg while ABS brakes feature a new Guzzi/Honda CBS-style linked brake system where foot pedal partially operates the front and the lever partially the rear. Again, however, it’s hard to tell. The Glide still handles surprisingly well for a big ol’ bus, albeit one you can eventually provoke into a high-speed squirm should you feel the need. That said, the bigger disc-ed and now linked brakes are, truly, a meaty improvement over the old. They’re not race-track good, obviously, but they’re ample and adequate. On this evidence, no longer will we be able to criticise Harleys for lamentable stoppers.

Engine
3 out of 5

The familiar pushrod V-twin gets uprated high-flow airbox and, revolutionally, on the Limited model, water-cooling for the first time - albeit subtly so. Twin rads hidden in fairing lowers feed water-channels around exhaust port.So, yes, the engines are ‘new’, but none of it makes much difference nor changes the fact that this is still the same, basic, pushrod V-twin that’s been around since the ‘80s. And although Harley claims peak torque and power has been upped by around 7%, I couldn’t notice any change.In 55mph U.S.A. more power isn’t srictly necessary (although it’d have been nice – having to occasionally cog down twice to find some uphil overtaking go highlights the limitations of the ancient Milwaukee twin). In Europe it seems lagging compared to the latest Triumphs, Indians, Guzzis and more.

Build Quality & Reliability
3 out of 5

Old style they may be, but Harleys have always been pretty rugged and reliable with thick paint and chrome and there’s little reason to doubt this will be any different. One word of warning, however: much is new about this version in areas (electronics, liquid-cooling) new to Harley so time will tell.

Insurance, running costs & value
3 out of 5

Yup, upwards of 21 grand and, I’m sorry, for an undeveloped, unsophisticated retro bike with last generation performance that’s taking the Mick, no matter how good its residuals…

Equipment
4 out of 5

All-new bodywork includes a new fairing vent here, a larger headlight ‘eyebrow’ there and a more cut-down front fender underneath. But short of parking old and new versions side by side you’d never notice. While new one-handed operation pannier and top box catches are welcome, but also isn’t much different from before. But the new ‘Infotainment’ touchscreen display, not to mention the standard clocks and reworked switchgear are, truly, a new standard being great looking, comprehensive (stereo, mp3 link, built in satnav, bluetooth and more), intuitive and, even for an old dinosaur like me, easy to use.

CVO ElectraGlide Ultra Limited: Top spec version takes Limited and enhances it with a larger, 110ci displacement, backlit hand and dash controls, pull-out luggage bags, and a host of cosmetic touches. CVO versions of Harley’s Softail Deluxe (£23,195), Road King (£24,995) and Breakout (£21,995) are also available in 2014.